Explosive-engine.



L. T. BASSETT. EXPLOSIVE ENGINE. APPLICATION FILED JAN.3, 1908.

Patented Apr. 6, 1909.

2 SHEETS-SHEET 1.

L. T. BASSETT.

EXPLOSIVE ENGINE;

APPLICATION FILED Jmm. 190s.

Patented Apr. 6, 1909.

2 SHEETS-SHEET 2.

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Pfifiifiea-tion or Iii-sitters Patent.

Application filedgi'i'enueryfi, 15903. SeriatNo. 209,1 23? T 0 all whom ema concern:

Be-it known that I, Linrorr T. Bsssn'r'r, a citizen of the United States, residing at Se.- lein, in the county of Essex and State of Massachusetts, have invented certain new and useful Improvements in EXplosiveEngi'nes,of which the following is e specification.

. My invention relates to explosive'engines, and has for its leading objects the absolute scavenging of the cylinder; the avoidance of compression in the crank case and. elsewhere except n the working cylinder-whereby resistence to the pistonsis reduced; the main tenance of the cylinder-at comparatively low tern erat-ure by the large volume of air therein t e scavenging of thecylinder by means.

other than by co1npression; end the ettein me'nt ofthe above and other objects which will hereinafter be pointed out and claimed by meahs of asimple, ineirpensive, compact,

To the enumerated ends essentiellyiny in' vent-ion consists. in. toe novel construction and combination of parts hereinafter dedrawing's, wherein,

' Figure 1 is a. vertical central section, per

tiellyi'n side elevation, of an explosive eng ne of the two cycle type embodying my inven tion, certain parts being broken ewey. Fig. 2, a section of the same pertiellyin side'elevetion, taken-on line of Fig. 1 looking'in the directionbf the arrows, end'showing the air piston-at thebotiton-i of its stroke, and 3, 5

a like section of' the same, looking in theoposite direction, andshowing the .eir' piston at the end of its forward stroke.

Like reference characters indicate like parts throughout the views.

*- l'n the present embodiment bearings, 4 the crank shaft, '5 the crank arms,

6 the connecting rod, and T the:- iston ofthe engine; and 8 and. 9, the-crenr end firing. chambers res ectively. In thecylinder-heedare the usua fuel'feed, 10, end' spark plug, 11, enduponthe center of the piston face a; conical projection,. 12. The engine is prev'ided withanennula'rcosing, 13, around the lower pert oithe cylinder; and has e be: or.

partition, seperetingfit from the crank.

chamber, a; side wall, 15,- e-nde horizontel'top we1l,'1'6' extending to the well. of the; cylin der.- The. interior oi; the casing is divided I e r-i we it eh rizq mi Partition-'18,.

scribed, and illustrated in the accompanying fof inven-. tion, 1- is the cylinder, 2 the crank cese,'-3. theforming e. large annular chamber, 19, and smell chamber or passage, 20. ln the cylinder ,well ere ennularly disposed exhaust ports, 21, opening into the chamber, 20. Similarly disposed air inlet ports, 22, in the cylinder well immediately below the-03112.net ports open into the chamber, 19. Annulerly peii'hit egress oi the products of combustion. Inf the casing well, 15, ennulerly disposed eir edinissioi'r ports, 24, leading to the bottom of the chamber, 1 9. The upper portion oi'the crenkiceseis provided with o'gielui 25, to admit air and prevent compression; it will pump the busticn erd t' d with two "ets of openin? through the e. To

"e in. or otherwise to the un er fees of the y I, E A piston. the; *nber or these Hep structures isirnmeteriel; c The mechanism for operating the piston, 26, as follows: Upon the bottom of the crenl'g. case are bearings, 32. and 33,. for 'a, shaft, S l, upon which are two sleeves, '35

"respectively with segmental bevel geers, 37 and 38;end-,j upen their-outer ends respectively, with integral arms, 39 and 40. The

gear, 41, u on a stud, 42*, loosely mounted and 33. Fixed in lugs, 44 end 45, upon opposite sides the c'ev e, .36, are rods, lfi -end e7 resoectively. "These rods pass loosely-throng openings, 48. and. 29,- in

sides of yoke, 52, looseupon the crank or crank pie, 5, Piv'ote'd to the time, 10, by m, 5 is e fco'nnecting rod, 55, whose oppo siteendis pivoted by pin, 56,;to the lower end E:

i episton rod, 57, f ed by a nut, 58, or. otherwise to the piston, 26,1endwhich iiesses threugh-en opening, 59, in'the pertition, 14. 'Pi'vo'ted to the arm, 39, by e pin, 60, a, connecting rod, 63., whose upper-end s emed by a, pin, 62,. to'the end of o.

disposed exhaust ports, 23, in the well, 16,

beunderstood;however, that the crank cese gear segments, 37 and 38, mesh with'e bevel in the cren case intermediate the bearings,

"lateral extensions, efl'fend 51, upon opposite tends from-the lower ports, 24, nearly to iis piston which rests bellows firm 28 hiredb P end provided upon their inner ends the crank reciprocates the yoke, 52, upon the rods, 4-6 and 47, thereby imparting a rocking motion to the sleeve, 36, .and its arm, 40.

. This rocking motion is imparted in an '0 posite'directionto the arm, 39, of the s eeve, 35, through the gears, 38, 41' andS'T.

Thus the piston rods, 57 and 63, are simul-' taneously raised and lowered by the rotation of the shaft, 4, and crank, 5, whereby the air piston, 26, is reciprocated in the chamber, 19; and the engine piston, 7, which acts as a valve to ports, 21, and inlets, 22, is reciprocated in the COIIlbUSlLlOIl.(fllliLIllbGl,

- 9r. .-Piston,'26,v performs its entire upward stroke while piston, 7, is opening'and closing ports, 22. 7 When piston, 7, in its descent, begins to open ports, 22 as shown in Fig. 2, the piston,

26, is at its lowest point, preparatory to its 'upward stroke. The piston, 7, however,-

still continues its descent one-eighth of a revolution of the crank to its lowest point, as shown in Fig. 1, at which time piston, 26, has performed two-thirds of its upward travel. Theremaining third of the upward travel of piston, 26, is performed during the next eighth of a revolution of the crank, 5. It will-be'seen that one-fourth.of the crank revolution is required for the upward stroke of the piston, 26, as shown in -I*igs'.2 and 3,

while three-fourths of a revolution is required forthe downward stroke of the'same.

It will be seen that exhaust ports, 21, by action of piston, 7 ,are opened s ortly before opening the' inlet ports, 22, thereby allowing.

the remaining pressure of the exploded charge to escape before the opening of the inlet ports, thus reducing the pressure in thechamber practically to that of the atmosphere before the opening of ports, 22, andthe upward travel of piston, 26'. Furthermore, by virtue of the large area of the ports, 21, 22 and 23, the resistance of the inclosed air to the upward travel of piston,

26, is reduced toa minimum. The entire upward movement of the piston, 26, is performed while the ports, 21, 22 and :23, are open, therefore there is no compression involved by either piston in scavenging the chamber, 9. This construction allows entrance into and passage through the chamber,

9, of a volume of air much in excess of the cubical contents of said chamber, and greatly in excess of the volume of air generally lntroduced into the combustion chamber. Not

. only does this produce practically perfect scavenging, but a large amount of heatdn the products of combustion 1S expelled in stead of passing through the cylinder wall.

Thus dispensing largely, if not wholly, with mechanical cooling. I v My structure is such as to prevent leakage of the exploded charge from the explosion 7 chamber around the orking piston into the crank case to pollute the charge in the crank case when orif the fuel is taken into the engine by way of the crankcase.

The described means for introducing the 7 air into the cylinder is not exclusive, as any auxiliary means of pumping or forcing the" air into the cylinder in a volume much in excess of the cubical contentsof the same is within the spirit ,of my invention. In 8 other respects my invention is not limited to the exac'tdetails' of construction herein shown and described, as va'riation's may be made therein without'violating the spirit of my invention. .Obviously -my invention 8 may be embodied in engines provided nith two or more cylinders.

that I clann s,

1. In an explosive engine, the combination I with theworking cylinder and the working '9 piston operating therein, of anair cylinder adjacent the working cylinder, anannular piston guided by the wall of the working cylinder and operating in the air cylinder, and conjoint means for actuating the air piston 9 by connection with the working piston, said annular piston having ports therethrough,

and a valve controlling said ports, said air cylinder having ports at its lower end and. ports at its upper end controlled by the l working piston.

- 2. In an ex losive engine, the combination. with the wor ing cylinder and the working piston operating therein, of an air cylinder adjacent the working cylinder, an annular 1 piston guided by the wall of the working eylinder and operating in the air cylinder, conjoint means for actuating the air piston by connection with the working piston, said annular piston having"ports.tierethrough, a1 valve controlling said ports, said air cylinder having ports at its lower end, ports at its upper end controlled by the working'piston'," and an annular chamber above said upper ports and having exhaust ports for the work- 1 ing cylinder adjacent said upper ports controlled by. the working piston.

3. In an ex losive engine, the combination with the wor ing cylinder and t'he'working piston operating therein, of an air cylinder adjacent the working cylinder, anannular piston guided by the wall of the working cylinder and operating in the air cylinder, conjoint :rneans for actuating the air piston by connection with the workingpiston, said an nular piston having ports therethrough, a valve controlling said ports, said'air cylinder having ports at, its lower end, ports at its upper end controlled by the working piston, an

annular chamber above said upper ports'and '130" having exhaust ports for the-working cyiinder adjacent said upper ports controlled by the working piston, and a crank case having ports open to the atmosphere.

4. In an explosive engine, the combination I with the working cylinder provided with a series of air inlet ports and exhaust ports, of

a working-piston in the cylinder which acts as a valve to the ports, an annular air cylin cylinder, operative connections between the power piston and the crank, a yoke upon the crank, a horizontal shaft mounted in the crank case bie'l ow the path of the crank, two sleeves upon the shaft, an arm upon the outer end of eachsleeve, a gear upon the inner end of each sleeve, an idler gear'meshing with the sleeve gears, rods inon'e of the sleeves loosely engaging the yoke, and operative connections between the arms and the air piston.

,6. In an explosive-engine, the combination with the working cylinder and a piston movthe combination ing therein, of inlet and exhaust ports arran ed in the walls of the cylinder and control ed by thev piston, an air cylinder into which the inlet ports open, and provided with air admission ports near its base, an an nular piston in the air cylinder intermediate the inlet ports and admission ports and provided with openings, said annular piston sur-' rounding the guiding wall of the working piston a bellows flap upon the top of the air piston over the openings, a crank, operative connections between the power piston and the crank, and means actuated by the'crank for operating the air piston.

7. Inan explosive engine the combination with the workin cylinder and Working piston, of. an annu ar casing surrounding the cylinder provided with openings near its base and ports in its top, a horizontal partition in the upper portion of the casing, an annular piston in the casing below the partition, inlet ports in-the cylinder wall below the partition, exhaust ports in the cylinder wall above the partition and leading to the ports in the top of the casing, and means actuated by the working piston-for reciprocating the annular piston. T

In testimony whereof 1 have .atfixed my signature in presence of two witnesses.

LINTON T. BASSETT.

Witnesses I HoaA'no E. BELLows, WAL ER E. GooDwIN. 

